I learned while studying Dolton Junction that the C&EI tracks ended there and they used the C&WI to access Dearborn Street Station. They also had the 35th Street Yard along the C&WI as their passenger coach yard.
I quickly learned that going South the route split south of Watseka, IL with one route going to Evansville and the other going to St. Louis.
I saw nothing noteworthy enough along the UP to warrant a picture. But I took a lot of pictures of the Crab Orchard and Egyptian Railroad (CO&E). One was this picture of their tracks looking west.
|An excerpt from the track picture.|
|David Daruska posted|
I don't know about you, but this color scheme rocks in my opinion.
Update: Chicago and Eastern Illinois In Color by Edward M. DeRouin
- p 6: C&EI was the 1877 merger. On Jan 2, 1849 the Evansville & Illinois Railroad was formed to build north to a B&O predecessor at Vincennes, IN. "The intent of the E&I was to rob the Wabash and Erie Canal of its traffic." In 1851, E&I created a subsidiary to build north to Terre Haute and Crawfordsville. The rails reached Princeton by 1852. But in 1853 they reorganized and headed to Chicago instead of Crawfordsville but had the name Evansville & Crawfordsville.
- p 26: The outbound freight house was north of Roosevelt between Clark Street and Dearborn Station with a capacity of 84 cars. Inbound was south of Roosevelt along the leads to the station and could hold 68 cars.
- p 33: 15th Street Tower
- p 34: 16th Street Tower, coach yard is at 51st.
- p 35: towers by Canal Street RR Bridge. "Before picture of Ping Tom Park.
- p 36: Santa Fe passenger engine facilities and Meadow Gold Butter.
- history and p 38: C&EI owned Chicago Heights Terminal and Transfer (CHTT)
- p 39: Canal Street Yard used to be team tracks for perishable products. The 37th Street Yard switched cars for the freight houses of Erie Lackawana, Pennsylvania, ans Soo Line. C&WI mainline ran between these two yards. Crossing and why with Chicago Junction -> Chicago River & Indiana -> NYC at 40th Street. CJ served the stock yards and the Central Manufacturing District. C&EI used the rails of the CJ to reach the stockyards and deliver to the Chicago Produce Terminal.
- p 40: 47th Street Station. Last trains to use the station where commuter trains,which ended August 16, 1964.
- p 41: C&WI mainline passed between 51st Street Coach Yard (NKP passenger coach in picture) and PRR's 55th Street Yard.
- p 47: (1969) MoPac engines under wire. NIPSCO cars used CSS&SB, C&EI, SOU, and 16-mile Algers Winslow & Western Railway to get coal. (1971) MoPac engines pulling coal train through Pullman Junction to Rail to Water Transfer facilities located at 100th Street and the Calumet River.
- p 48: Around 103rd Chicago had a water pumping plant that received coal hoppers several times a week.
- p 51: Picture of the coaling tower and glimpse of roundhouse that is already looking forlorn in 1951 at Yard Center.
- p 52: The north yard builds outbounds, the south yard receives inbound trains and assembles the transfers bound for Clearing, 37th Street Yard, and other Chicago deliveries.
- p 59: Thornton Junction Tower: C&EI vs. GTW. A lot of auto part cars between Michigan and St. Louis were interchanged at this junction. On this and other pages, many of the trains were over 100 cars.
- p 61: (1965) C&EI and CHTT served 68 industries in Chicago Heights. Cars were interchanged with EJ&E, NYC (MC), Milwaukee Road, and B&OCT.
- p 62: C&EI used Wansford Yard on the north side of Evansville. The H yard on the south side was L&N.
- p 64: M.G.(Pence) Tower in Momence. The Milwaukee uses trackage rights on the NYC (Kankakee Belt) for a short distance to cross the C&EI at M.G.. Milwaukee's Joliet Branch extends from Delmar 2.5 miles east of M.G. to its namesake city.
- p 67: Partial picture of brick tower. (p 65 is a picture taken from south window of tower.)
- p 69: two pictures of Kankakee bridge(s).
- p 70: RDC1: 70 mph, passenger trains: 80 mph: freight trains 60 mph between Yard Center and Clinton, IN.
- p 72: Brewer Yard is 3.3 miles south of Danville. Actually, railroad-south, it is actually east of Danville.
- p 73: Rick Schroeder skunked the tower with the NKP "Peoria Division" junction.
- p 74: Experimented with long trains : 177 car, 15,062 ton coal train in 1963. Pioneered in the late 1950s with first unit coal train and coordinated Ohio River-Rail and Lake Michigan-Rail coal rates.
- p 75: had piggyback ramps at 33rd Street as well as Yard Center.
- p 76: Danville freight house. Big grain elevator behind it.
- p 77: Big coaling tower still left next to new diesel servicing facilities in Oaklawn Shops, 1.6 miles south of the Danville passenger station.
- p 80: Baker Yard north of Spring Hill was modernized in the Fifties.
- p 83: Picture of a train on a steel trestle crossing Grasshopper Creek near Buncombe, IL. Between Nielson and West Vienna, CB&Q had trackage rights on C&EI's single track. This gave CB&Q a route to Paducah and a link to Dixie.
- p 85: West Vienna tower hooping orders manually. The operator better lift his arm or the BN firemen will fall out of the engine.
- p 86: At Jappa there is floating rail-to-barge transfer. In 1954 they opened rail to barge coal transfer. In 1958 another opened in Mt. Vernon, IN. Also in 1958, C&EI opened rail to lake using BRC at 100th Street and the Calumet River. Since the St. Lawrence Seaway opened in 1959, C&EI saw lake and metallurgical coal traffic grow in the mid-sixties. A 101-day BRC strick in 1968 killed the rail-to-water business.
- p 87: Mitchell Yard was northeast of St. Louis. A connection with Alton and Southern to the yard was added on Aug. 10, 1926.
- p 88: Connection with TRRA is in Granite City.
- p 89: began Chicago-St. Louis piggyback service in 1949.
- p 90: The Gateway Arch is almost complete on Oct. 8, 1965 as 244 descends off the Merchants Bridge.
- p 91: BL2 201. It looks like a Baldwin, but BL1 was an EMD demonstrator.